Passenger-car construction.



A HSCHER & G. W. BURTON PASSENGER QAR CONSTRUCTION.

APPLICAT ON HLED JULY '15. 1912- Patenfod May 9,. 1216.

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1.91? Z n c @5195 a q lac CL (A? irnfiiiririti i screens osri'on LOUIS E. FISCHER, G LOUIS, ZYiISSQURI, AND GEORGE N. BURTON, OE PEOR-IA, XLLINQIS.

FASSENGER-CAR COHSTBUCTION.

Original application filed October 21,

To M ll/120m it may cani'rc'rw:

Be it known that we, Louis Fiscnnn and Gsonoi': Vi". BURTON, citizens of the United Sta s, residing at. St. Louis, in the State of Iiiissoini, and at. Peoria, in the county of Peo ia and State of Illinois, respectively, h; we invented certain new and useful lmprovcnicnts in lnsscngenC r Constructions, of which the fi'i llowing is it full, clear, concise. and em: description, reference being hail to ti e on'ipzinying" drsw ing, forming 21 par specification Our invention rclct. 5 generally to pusand especially to improvements lid to secure greater safety application being a divil 21; ilic:ition covering the subje t matter embraced in our application, S rial No. 35.? f r zl"fl.f fi1 our consiructione filed \lctoher l Uur invention contemg ilstix safety dcii'ccs for cooperating with the doors of the car so as to render ihc car parti y or whol y i. operative as defied, when either the ingres or the cores door or both are open.

may comprise locking mechanism ossocintcd with he operators or broke controlling: valve the electric controllrr or :in zuiiili'lionul valve. valves in the air fllflj'. system which the control of the (211" taken from the ollierati'u' temporal-ii or the brake positively set or both as desired. l -lesns are also provided for temporarily interrupting; the opera ion of the sarf ety em emergency operation of the car. without. however, interfering in our Way with the measure of safety provided by the normal operation of these devices, In this way dung-fer from :ilighting from or entering the car is reduced to :1 minimum since during the normal operation of the safety devices, motion of the car is restrained or prevented while p senn'crs arc leaving or entering the ingress r egress doors.

()iir ini'ent'ion ii so additimmll safe guards operation o provision automatic starting signals.

01:." invention will he more readily un- Specification of Letters Yet-ant.

Patented May 9, 1916.

derstood by reference to the accompanying drawing, which is a diagrammatic View illustrating the arrangement of the safety controlling devices embodying our inven tion.

Preferably in the same side of the car, as indicated in the drawing, are disposed near the forward end the ingress door 1 and near the center of the car the egress doors 2. Both ingress and egress doors are of the sliding type. The egress doors are so connected that any motion imparted to one of the doors is necessarily communicated in an The operzitors equipment includes the usual electric controller 3 and air brake controlling valve. 4.

In the protective svstein shown electric currents are arranged in connection with the ingress and egress doors and operators controlling devices as follows: From the trolley pole 5 connection is made by wire 6 with a protecting resistance 7 through switches 8 and 9 with the wire 11, which in turn is connected by the wire 12 with contact springs 13 and 14. The springs 13 and 14 are nm'mally separated from but adapted to be engaged by springs 15 and 16 con nected by wires 17 and 18 through switches 15? and 20 respectively with wire 21 by which connection is made with wire connected fhrough switch 23 with one terminal of the solenoid The wire 22 is also connected through switch by wire 26 with one terminal o; the solenoid 27 and through switch by wire 29 with one terminal of the solenoid 30. The other terminals of the solenoids 24, 2? and 30 are connected together and by wire 3]. connection is made with one of the wheels 32 of the car. The wire 11 is also connected by wire 33 with Contact spring 34 normally separated from but No. 656,008: Bivided and this appliation filed July 15, Serial No. M9364.

and rendere ino erative. as desired.

The aifluigcment of the switch springs and circuit cdnnections shown in ct'inucction with the egress doors is such as preferably would be employed in connection with a construction in which these doors are operated independently of each other. \Vhere the egress doors however are arranged to operate in conjunction with each other so that the opening or closing of one door entails the concurrent opening or closing of the other, then if desired. one pair of contact springs and the corresponding connections may be omitted.

Either the switch 8 or 9 moved to its open position serves to render the entire protective system inoperative.

The solenoid 24 is provided with a plunger 33 adapted when the solenoid is energized to move the pawl 39 into engagement with the ratchet wheel 40 mounted upon the shaft 41 of the electric controller 3. The relation between the pawl 39 and ratchet wheel 40 is such that from any position of the controller handle when the pawl is in engagement with the ratchet wheel, the handle may be moved to its off position but not in a reverse direction. A spring 42 serves to move the pawl 39 out of engagement with the ratchet wheel 40 when v the solenoid is dei nergiliedlf" The solenoid 2Z-'-'is provided with a plunger 43, adapted when the solenoid is energized to move the pawl 44 into engagement with the ratchet wheel 45 carried by the shaft 46 of the operators brake cont-roller.g The conformation of the pawl 44 and ratchet wheel- 45 issuch that when they are in engagement tlltkall controller 4 may be moved" from itsrcleased to its set position but not in a reverse direction. spring 47 withdraws the pawl 4 4.from engagement with the ratchet wheel 45 when the solenoid is dei nergized n The solenoid 30' provided with a plunger 48, connected with the operating .levcrs 49 and 50 of, the valves 51 and 52 located in the pipes and '54, respectively. The pipe 54 is a pipe leading no". the operators air brake controller to the atmosphere while the pipe 55 'is a pipe leading from the pressure reservoir to the air brake controller. The pipe 53 is a by-pass passing from 'the pipe 55 around the airbrake controller to the pipe 56 which constitutes the connection between the air brake controller and the controlling cylinder of the air brake mechanism. The arrangement of the valves 51 and is such that when the solenoid 30 is deenergized, the spring 57 by moving the plunger 48 to its right hand position opens the valve 52 and closes the valve 51 thus permitting the proper operation of the brakes by the air brake controller 4. \Vhen however the solenoid 30 is energized, the

motion of the plunger 48 to the left closes the valve 52 and opens the valve 51 thus preventing release of the brakes and positively setting them, if they are not set, regardless of the position of the handle of the air brake controller. It is apparent that by disconnectingthe plunger 48 from either of the levers 49 or 50 the solenoid 30 may be made to control either the valve 51 or '52 or both of such valves as desired.

From the above description it will appear that the solenoid 24 provides a means for locking the electric controller against operation when current is caused to flow through the circuit described by the closure of any pair of the controlling contracts above referred to; that the solenoid 27 affords a means for directly locking the air brake controller, preventing moving it from its} set to its released position, and that the shown in the figure is of'the type known as the straight air" system, that the protective devices may be arranged with equal facility -in connection with the apparatus used in what is called the automatic air system by rearranging the connectionsof the controlling devices to meet the conditions found in the automatic system.

The contact spring 15 has disposed beneath it. as indicated a lever 59 provided with a roller at its left hand end and.

pivotally supported at its right hand end. The lever 59 is normally held in the position indicated by a suitable spring and said lever carries a block of insulating material adapted to engage the contact spring 15 when the lever is moved forward on its pivot. The roller carried by the left hand end of the lever-59 is adapted to be engaged by the left hand edge of the left hand egress door 2 when the latter is moved even a small amount from its normally closed position and the motion thus imparted to the lever 59 is sufficient to move the contact spring 15 into engagement with the contact sprin 13 thus closing the circuit as traced a ove through such of the solenoids 24, 27 and 30 I permit operation of the preventing means when not thus actuated.

8. In a passenger car, the combination of a door, braking mechanism, a brake controller, means for preventing motion of the controller to release the braking mechanism when the door is open, mechanism manually movable to temporarily disable the said preventing means, andifneans for holding said mechanism in'a'. posffi'on to permit operation of the preventing means when not thus actuated.

In witness whereof, I hereunto subscribe my name as joint inventor this 29th day of June, A. D. 1912.

LOUIS E. FISCHER. \Vitnesses:

W. L. MURPHY, JAMES T. GATES.

In witness whereof, I hereunto subscribe my name as joint inventor this 29th day of June, A. D. 1912.

GEORGE \V. BURTON.

\Vitnesses R. J. MoSKIMiN, CHESTER O. FISCHER. 

